Gear shifting mechanism



Jan. 24, 1933. F. W ZELCER 1,894,970

GEAR SHIFTING MEGHANISM Filed Sept. 22. 1951 14 Sheets-sheet 1 Jan. 24, 1933. F. w. zELcER GEAR SHIFTING MECHANISM Filed Sept. 22. i4 sheets-sheet 2 lill- Jan. 24, 1933.

F. W. ZELCER GEAR SHIFTING MECHANISM Filed Sept. 22. 1931 14 Sheets-Sheet 5 INVENTOR @www Jan. 24, 1933.

GEAR SHIFTING MEcHANIsM F. w. zELcl-:R

Filed Sept. 22. 1951 14 Sheets-Sheet 4 INVENTOR Luv/VM Jalh 24, 1933-l F. w. zl-:Lcl-:R

GEAR SHIFTING' MECHANIISM 14 Sheets-Sheet 5 Filed Sept. 22. 1951 :fw 5 www 1mm A@ f2 138 V? if? \\\z\ m INVENTOR be/Q/ Jan. 24, 1933. F, W ZELCER 1,894,970

GEAR SHIFTING MECHANISM Filedsept. 22, 19:51 14 sheets-sheet '6 Tm m 24m j .|I1. alla f Jan. 24, 1933n F. w. zr-:LCER

GEAR SHIFTING MECHANISM Filed Sept. 22, 1931 14 SheecS-Shee 7 jan.. 24, 1933., F W, ZELCER 1,894,970

GEAR SHIFTING MECHANI SM Filed Sept. 22, 1951 14I Sheets-Sheet 8 Jan. 24, 1933. E W, ZELCER 1,894,970

GEAR SHIFTING MECHANISM Filed Sept. 22, 1931 14 Sheets-Sheet 9 INVEINT'OR` l be@ www,

Jan. 24, 1933. Y F, W, ZELCER 1,594,970

GEAR SHIFTING MECHANISM Filed Sept. 22. 1931 14- Sheets-Sheel lO INVENTOR m -4- :4M-Mmm Jan. 24, 1933. F. w. ZLCER 1,894,970

GEAR SHIFTING MECHANISM med sept. 22. 1931 14 sheets-sheet 11 INVENTOR w @mw N a7 /7 y N7 47 f L ,a 1 n 1:11 M |11 @Y il! w. lil "VI muuu# 11111 1 1 s W, l1 1 |1 HH- 1 I1@ &$\ www www @N @N 1 N A NNN. l. 11111 /X//w/ H/ E; ...-.....1.-..

Jan. 24, 1933. F, w, ZELCER 1,894,970

GEAR SHIFTNG MECHANISM Filed' Sept. 22, 1931 14 Sheets-Sheet l2 .INVENTOR d saba/f WM,

Jan. 24, 1933. F w ZELCER 1,894,970

GEAR SHIFTING MECHANISM Filed Sept. 22. 1951 14 Sheets-Sheet 13 INVENTOR `han. 24, 1933. I F. w. zELcER 1,894,970

GEAR SHIFTING MECHANISM Filed Sept. 22, 1951 14 Sheets-Sheet 14 INYENTOR Patented Jan. 24, 1933 UNITED STATes PATENT OFFICE FELIX'WILLIAMZELCER, 0F VNEW YORK, N. Y.

GEAR sHIr'rING MECHANISM Application led September 22, 1931. Serial Ne..564,376.

exist at present.

Before describing my invention in detail, l deem it advisable to briefly refer tothe disadvantages of the prior art, so that the manner in which the present invention overcomes the same will be more readily understood.

Hitherto,.in operating the transmission of a motor vehicle, it was necessary, while the gears were in a neutral position, to throw out the clutch and operate the shift lever to move the gears into first speed. Thereafter, the clutch was let in to connect the motor shaft, through the transmission with the rear of the car, and thus 'drive the rear wheels. After overcoming the inertia, the clutch was again thrown outland the shift lever` operated to moveV the gears out ofV first speed, through` neutral and into second speed. Thereafter, the clutch Was once more let in and the connectionbetween the motor, through the transmission, and rear, completed. i-'is soon as the vehicle had gained momentum, theclutch was again thrown out and the shift lever operated to move the gears out of second speed, through neutral and into third or high speed. Upon finally re-engaging the clutch, the vehicle was moving in high speed under normal conditions.

Such a procedure has certain` disadvantages. For one thing, the shift lever cannot m be operated unless the driver releases one of his hands from the steering apparatusthat guides the course of the vehicle. Obviously, driving with the remaining one hand on the steering wheel is dangerous, especially during theshifting from second to third speeds,

' ferait that time the 'vehicle is already moving at a fair rate of speed, for example, at about ten to thirteen miles per hour. In addition, shifting gears as done with existing transmissions, is tiresome and constitutes a straiir;

upon the driver, particularly when driving in heavy traffic.

The present invention overcomes these disadvantages, and affords certain advantages,

which will be obvious tothose skilled in the L) art to which this invention relates, as the 5 description progresses, by providing for the automatic operation of the transmission by and simultaneously with the functioning of the clutch mechanism. ln other words, the

present invention enables automatic, pro- 69 gressive shifting. This may be explained more clearly as follows:

By means of the present invention, the depression of the clutch pedal, not only causes the clutch to disconnect the motor from the G transmission, but also causes the transmission gears to automatically engage for a particular speed. In other words, the first-time that the clutch is thrown out, the selector mechanism of the present invention having been 7 set for first speed, the transmission gears automatically move into first speed so that when the clutch is let in7 the vehicle starts to travel in that speed. After overcoming the inertia, the clutch is again thrown out. This causes not only the disconnection between the motor and transmission, but also moves the gears, which are in first speed, out of speed, and moves the gears automatically into second speed. lie-engagement of the clutch therefore finds the vehicle traveling in second speed. Similarly, throwing out and letting in7 the clutch again automatically moves the transmission gears out of t second speed and into third speed so that the 8 car will be' traveling under normal high speed conditions. rlhe advantages of such an arrangement cussed in further detail at this point,

I do not wish to he limited to the exact details described or shown inasmuch as changes may be made within the spirit and scope of the claims hereto appended and forming a part of this specification.

In the accompanying drawings, Fig. 1 is a partial side-elevational, partial longitudinal sectional view of the steering, clutch and transmission mechanisms of a motor vehicle equipped with the gear shifting appaal, partial longitudinalk sectional view of A ratus of the present invention;

Fig. 2 is a top plan view of the connec-I tion between the selector-mechanismpperating device, and the selector mechanism;

Fig. 3 is a fragmentary top'plan view of a conventional steering wheel equipped with the selectormechanism-operating device of thek resent invention;

ig. 4 isa top plan view of the head of the transmission casing containing the selector mechanism of the present inventiomthe cover thereof being removed to show the internal construction; Fig. 5 is a partial rear elevational, partial transverse sectional view taken on line 5 5 of Fig. 4;

Fig.y6 is a transverse sectional view taken on line 6-6 of Fig. 4; y

Fig. 7 is a longitudinal sectional view taken on line 7-7 of Fig. 4, and showing the starting position of the speed-selecting frame in an inoperative condition; Fig. 8 isfasimilar view of the same in its intermediate position;

Fig. 9 is a similar fragmentary viewl of the samey in its' final position;

Fig. 10 is a similar view of the same in its final position in an operative condition; K

fFig.f11 is a transverse sectional view taken on line 11-11 of Fig. 4; f

, Fig; k12 isa fragmentary longitudinal sectional view taken on line l2-12 of Fig. 11;

Fig. 13 is a longiti'idinaly sectional view taken on line 13-13 of Fig. 4;

Fig. 14 is a top plan view of a part of the cover of thehead of the transmission casing;

Fig. 15,is a longitudinal sectional view taken on line 15-15 of Fig. 4 and showing the mechanism in its final position in an inoperative or neutral condition;

Fig. 16 is a longitudinal sectional view taken online 16-16 ofA Fig. 4; g

Fig. 17 isa similar, fragmentary ylew of the same showing ka modified means for preventing the selector cams from sliding; v

-Fig.-18 is a like view showing still another modiiication; .Y n

.Fig 19 is a transverse sectional view taken on lineV 19%19 of Fig. 4;

Fig. 20.1is a similar fragmentary view yanother modification; 1-

Fig. 40 yis a longitudinal sectional view-v showing a speed-selector link and cam in their final positions in a neutral condition;

Fig. 21 is a diagrammatic view showing the position of the selector mechanism in neutral;

Fig. 22is a similar view of the same in rstspeed;

Fig. 23 is a like view of the` same in second speed; p

Fig. 24 is a similar view of the same in third speed;

Fig. `25 is a fragmentary, partial top plan, partialk transverse sectional' view of the manually-operated selector; f

Fig. 26 is a similar, partialside elevationthe same; V Fig. 27A is a view similar to Fig. 4, but showing a modificationl thereof;

Fig. 28 is a transverse sectional view taken on line 28-28 of Fig. 27;

.'Fig. 29 is a longitudinal sectional view 'taken ony line v29-29 of Fig. 27 andshowing a modified form of automatic selector mechanis'm for progressive shifting;

Fig. 30 isia similar view of the same in its forward position in a'neutral condition;

' Fig. 31 is a fragmentary likeview of the same intermediatey its return to a normal position;

Fig.k 32 is a similar view of the same just prior to the termination of lits return movement; Y

Fig. 33 is a like' view taken on line 33-33 of Fig. 27; n p Fig. 34 is a similar view taken on `line 34-34 of Fig. 27;

Fig. 35 is a fragmentary, top plan Aview of a modifiedform of manually' operated selector;

Fig. 36 is a partial side elevational, partial longitudinal sectional view of the saine;

' Fig. 37 is a. longitudinal sectional viefw taken on` line 37-37`of 36; f

F ig. 38 is a transverse sectional'view taken on line `38,--38 of Fig. 36;

Fig..39 is a view similar to Fig. 4 of still taken online 40-,-4O of Fig. 39;

YFig. 41k isa diagrammatic view of the automatic selector of the modification shown in Fig. 39 in a neutral position;

Fig. 42 is asimilar View ofthe same in krst speed;

Fig. 43 is a like View ofthe same in second speed;

Fig. 44 is asimilar ,viewl of the saine in third speed;Y i f Fig. l45 is asimilar view of the same in a neutral position intermediate third speed and reverse; and

. Fig. 46 is alike view yofthe same in reverse speed. Y

Referring. now more in detail? to the preferred form of the aforesaid illustrative embodiments of the gear shifting-mechanisms of the present invention, and with particular reference to lligs. 1 to 26 inclusive) of the drawings depicting the same, the numeral generally designates that portion of a motor vehicle as includes the motor housing 51, steering apparatus 52, clutch housing 53 and transmission mechanism 54.

The manual selector mechanism Vof the present invention is preferably associated with the steering apparatus, although not necessarily so, and while various forms thereof may he utilized, l prefer to employ manual selector mechanism substantially as follows:

The steering apparatus 52 includes a bearing 55 located beneath the floor board the vehicle, in which there is journalled a steering column 56, hav' g secured to the upper end thereof in a po non convenient to the driver of the The steering column. 56 hollow and adapted to house a. rotatable shaft the upper end of which extends beyond the steer ing column, and kcarries a keeper member 59, provided with depression 60, in the periphery thereof. Formed with the member 59 and extending radially outwardly therefrom, is an arm 61 to which is fixed an operating lever 62 bearing the legend Selecton this lever being adapted to he manually operated for the selection of speeds will hereinn after be described. rllhe indicating, inner end 63 of the lever 62, is adapted to ver a sector 641 having arcnately arranged on Vthe face thereof the letters and numerals 3. N, 1, 2 and 3, corresponding re e tively to reverse, neutral, first speed, se speed, and third speed. The sector may be in the `form of a flange integal with the cap member 65 of a conventional warning signal 66, having the operating button 67, carried on the steering apparatus. lf desired, there .may also be combined in the cap 65, a lug 68, the operating member 69of which may engage a latch member 7 0 through a pin and arcuate slot 71, to cause the latter to cooperate with the depression 60 of the keeper member 59. Thus, by operating the lug 68 while the selector i.. er 62 is set in a neutral position, the transmission may be locked and the vehicle rendered inoperative, This will moreclearlj,T appear when the description is further progressed.

Fixed upon the lower end of the shaftv is a bevel gear 72, meshing with a mating gear 73 lixedly mounted upon a stub shaft 741-, journalled in a bearing 75, carried by the steering column bearing and secured upon the'end of the shaft, opposite to that ich carries the bevel gear 73, is a link 76 pivoted at 77 to connecting rod 7 8, the opp end of which is provided with a clevis l a oivoted at 80 to another linlr81 lined upon a shaft 92,

vehicle, a steering wheel journalled in the upper portion 83 of th, transmission casing 54.-. The operation of the selector lever 62 causes the rotation of the shaft 82 for a purpose which will later be described. Before describing the selector mechanism any further, l deem it advisable to set forth the description of the operating mechanism up to an equivalent point, so that the two mechanisms may be followed together thereafter. YVhile various constructions for the operating mechanism may be utilized, l prefer to employ the mechanism herein described and shown in the annexed drawings which is as follows:

The numeral 83a designates a clutch pedal carried by a clutch lever 8l fixed ona pivot 85 journalled in the clutch housing rlhe pivot 85 also carries a link 86 pivotally connected by a rod 87, to a bell-crank lever 88, keyed upon another pivot 89, likewise journalled in the housing 53. The latter lever carries rollers adapted to cooperate with and move a collar 91 which operates, in a well-known manner the clutch plates 92 as clearly shown in Fig. 1 of the drawings; to connect or disconnect the motor shaft 93 and the intermediate shaft section 94.

The shaft section 94 passes rearwardly into the lower portion 95 of the transmission casing 54 and has fixed on the rear end thereof a pinion 96, the central portion of which constitutes a bearing for one end of a spline shaft 97, the opposite end of which is journalled in a bearing 98 formed in the lower casing portion 95, where it connects with tl e driving shaft 97 connecting with the differential at the rear of the vehicle. Slidable on the spline shaft 97 is a large gear 99 with which there is associated a fork 100. Also slidable on the spline shaft 97 is a slightly smaller gear 101, one face of which is associated with a fork 102 and the other face of which is provided with keyways 103 adapted to cooperate, as will be described shortly, with keys 96 formed on the facing surface of the pinion 96. rlhe pinion'96 is, all times, in mesh with a large gear 10ft` fixed upon an idler shaft 105, journalled in the lower casing portion 95 beneath the spline shaft 97. Fixed upon the idler shaft 105 is a gear 106 similar in size to the gear 101, and adjacent this gear is another similar gear 107. Finally, there is fixed on the idler shaft 105 intermediate the gear 107 and the wall of the lower casing portion 95, another gear 108 meshed with a mating gear 109 secured upon a stub shaft 110 journalled in the lower casing portion 95.

Thus, by moving the large driven gear 99 into mesh with the small driving gear 107, the drive shaft is driven at a reduced speed corresponding to low or first speed. When the gear 101 is moved into mesh with the gear 106 of similar size, the drive shaft is driven at an intermediate or second speed. When the gear 101 is moved into engagement with the gear96 through the keyways 103 and keys 96',.the drive shaft 97 is in direct connection with the motor shaft 93 and is drivenV which I described in earlier portions of this specification. The shaft 82 extends within the upper casing portion 83 and carries on the inner end thereof a flanged sector 111, the flange 111'k of which is internally toothed at 112 to mesh with a pinion 113 carried on a stub shaft 114 rotatably supported in a guide block 115. The pinion 113 -in turnrmeshes with another pinion 116, fixed on the end of a cam shaft'117, journalled at one end inthe guide block 115. This shaft extends transversely. across the upper casing.portion.83,y

and is journalled at its other end in the second guide block 118, and additional guide blocks 119 and 120 which also act as bearings for the cam shaft 117. Also fixed upon the cam shaft 117, intermediate the guide blockv 115 and pinion 116, is aV star wheel 121 with which there is associated an .eccentric 122, carried by the shaft 114, the arrangement being such that when the cam shaft 117 is adjusted into a particular position, as will hereinafter 'be readily understood, it is positively held in that position and 'cannot accidentally `be jarred out ofthe same. This arrangement is clearly shown in Figs. 16 and 19. Vhile I prefer to use this type of stop device, kIhave shown modifications thereof in Figs. 17 and 18 which are selfeexplanatory and need no further elucidation at this time.

Carried by the cam shaft 117 are yfour cam disks 123, 124, 125 and. 126, respectively, providedpwith flattened portions 123', 124', 125' and 126', each cam respectively correspond-A ing tol second speed, third speed, first speed and reverse. The cams are so arranged upon the shaft so that not more than one flattened portion is positioned lupwardly kat a time,l and no two flattened portions are in the same plane. This completes the description of the manually operated selector mechanism. It

f will be noted that by operating the selector y portions of this specification.

lever 62 the cams 123, 124, 125 and 126 are manipulated so that a predetermined one of such cams willL have its flattened portion 123', 124', 125 or 126' facing upwardly for a purpose which willV be described in, subsequent I shall now return to the shifting cams described up to a certain point in earlier portions of this specification, and the operation of theA present portions of which depends upon the original position ofI the selector mechanism, the description of which has just been completed.

Fixed upon the shaft 85, which carries the clutch lever 84, is a lever 127, the upper portion of which is oset and is pivotally connected at 128 through an `elongated slot 129, with a flat bar 130, having a cylindrical portionv `130', reciprocatable in a bearing 131 formed in the upper casing portion 83, the bar being pivotedat 132 to a frame operating lever 133 rotatably supported inthe upper casing portion 83 at 134. The frame operating lever 133 is pivotally engaged at its inner end with a selector frame 135 as shown at 136. The selector frame 135 consists of a transverse bar 137 from which extends at the sides thereof, side plates 138 and 139, and from which also extend intermediate the side plates, fingers 140 and 141, provided with downturned portions 142,143, 144 and 145. F inally, the transverse bar 137 is provided in- 'termediate the `fingers 140 and'141, with a central short finger 146 having the downturned plates 147 and 148.

Journalled in the plates 138, 142, 143, 144, 145 and 139, so as to extend across the selector frame 135, is a shaft 149, and rotatably mounted on this shaft intermediate the plates 142 and 143, and intermediate the plates 144 and 145, are rollers 150 and 151, adapted to respectively roll on the upper surfaces ofthe guide blocks 119 and 120, thus supporting and guiding the front end of the frame 135. Fixed in the plates 138, 142, 143, 147, 148, 144, 145 and 139, and also extending across the frame 135, is another shaft 152, and rotatably mounted on this shaft intermediate the plates 142 and 143 and intermediate the plates 144 and 145 are rollers 153 and 154, adapted to Y roll in elongated slots 155 and 156, respectively formed in the guide blocks 119 and 120, thus supporting and guiding the rear end of the frame 135.

It will therefore be noted that when the clutch pedal 83a is depressed,-the first part of its movement causes the disengagement vof the clutch and its continued movement causes `the bar 130 to be pulled forwardly, thus moving the entire frame 135 in the same direction.

Pivotally mounted on the shaft 149 respectively intermediate the plates 138 `and 142, 143 and 147, 148 land 144, and 145 and 139, are locking links 157, 158, 159 and 160, re` spectively adapted to be operated as will later be seen by the cams 123,124, 125 and 126, and corresponding inthe order mentioned, to

second speed, third speed, first speed and reresponding links and a rounded surface immediately beneath the flat surface, the arrangement being such that if any one of the links is pivoted upwardly, it will bind with the corresponding collar, which, being fixed 0n the shaft, will rotate the latter in a counter-clock-wise direction, although the remaining links, being pivoted on the shaft, will remain unmoved, it being noted that counter-clock-wise rotation of the shaft will present the rounded portion of each remaining collar to the flat surfact of the corresponding link, so that no binding will occur. However, if any links are tilted upwardly and then the shaft is rotated in a clockwise direction, the binding will be brought about between the collars and their corresponding links, so that the latter will be returned to their normal lowered position. This latter movement which will later b-e eX plained more in detail, is'brought about by a pawl 166, fixed upon one end of the shaft 149, and adapted to engage a stop 167 formed on the upper surface of the guide block 118.

Intermediate the plates 147 and 148 of the central finger 146, there is revolubly carried on the shaft 149 a tripping member 168 having on its upper surface the offset lugs 169 and 170, and on its lower surface the depending lug 171. The periphery of this member is provided with two detents adapted to receive a spring-pressed ball 174, carried by the central linger 146. Thus the tripping member will be retained in one of its two adjustable positions as clearly shown in Figs. 13 and 15 of the drawings. r1`he cover 175 of the upper casing portion 83, is provided, above the tripping member 168, with a pair of offset grooves 176 and 177, so arranged as to present tripping faces 178 and 179. Carried on the cam sha-ft 117 in a line with the tripping member 168, is a triple-lug member 180 having three tangential lugs 181, 182 and 183, corresponding respectively to first speed, second speed and third speed.` Between the third speed and first speed lugs 183 and 181, there is a larger space than between the re-Y maining lugs in order to account for reverse speed, which, as will later be seen can only be obtained by manual operation not under the automatic control of this embodiment of the present invention. Thus, when the frame 135 is'moved forwardly by the depression of the clutch pedal 83a, the lug 170 of the tripping member 168 will come into contact with the tripping face 178 and cause the tripping member to be moved so that the depending lug 171 will be in the path of one of the lugs 181, 182 or 183. On the return 0f the frame, the depending lug 171 will engage the lug of the triple-lug member 180 then in its path, 181, 182 or 183, and move the same to rotate the cam shaft 117, thus manipulating the cams 123, 124, 125 and 126, to present a dierent flattened portion 123', 124', 125 or 126 upwardly, thus preparing the transmission for the next progressive shift.

Pivotally mounted on the shaft 152, respectively intermediate the plates 138 and 142, 143 and 147, 148 and 144 and 145 and 139, are locking members 184, 185, 186 and 187, having respectively locking faces 184', 185', 186 and 187, tripping faces, 184, 185, 186" and 187, and depending fork-block engaging tongues, 188, 189, 190 and 191. The tripping faces are normally in Contact with tripping blocks 192 formed in the upper casing portion 183 and the locking faces are normally in contact respectively with similar faces 157, 158, 159" and 1605 formed 'on the links 157, 158, 159 and 160.

The tongues 188, 189, 190 and 191 are respectively adapted to cooperate with walls 193, 194,195 and 196 formed at the ends of grooves 193', 194, 195 and 196 in` blocks 197, 198, 199 and 200, slideable on the base plate 201 of the upper casing portion 83. The outer blocks 197 and 200 are retained in position against movement by spring pressed balls 202 engaging in detents formed in the under surface of the blocks, and the inner blocks 198 and 199 are provided with oppositely disposed detents 198 and 199 in their fastened side edges with which there Cooperates a pair of steel balls 203, the arrangement being such that when one of these blocks is moved and its detent is no longer in aline with the adjacent steel ball, the latter engages the detent in the other block and retains the same against movement. The inner blocks 198 and 199 are further provided with eXtensions 204 and 205 movable in slots 206 and 207, formed in the base plate 201 to which are respectively secured the forks 102 and 100.

The blocks 197 and 198 are respectively provided with facing racks 208 and 209, which engage therebetween a pinion 210 and the blocks 199 and 200 are respectively engaged with facing racks 211 and 212 having between them a pinion 213 Thus,if the blockl 197 is moved forwardly, the block 198 will move to the rear. This mechanism is the conventional transmission apparatus, and needs no further elucidation at this point.

The central finger 146 of the frame 135 is provided on its under surface, with a stop projection 214 adapted to normally Contact a lug 215 formed on a cam member 216 pivoted on the shaft 152, to retain the cam against rotation while the frame moves forwardly.

the gears in speed have been placed in neutral.

This is attained by releasing the flocking portion 219 of they lug'218 from the slots 220 andk 221 as soon as the gears are in neutral The link 218 is pivoted at 223 in the upper casingportion 83fan`d is normally retained in a raised position'by a leaf spring 224, and after vthe cam 216 passes the raised portion 222, the spring 224 returns the link to its normal upper position. Upon the return movement of the frame 135, the .cam 216 pivots so` as to pass over the link 218 without affecting the same and is returned to itis normal position by engaging a stop projection 225 formed inthe upper'casing portion 183. This completes the description of the preferred form of thepresent invention, and while the operation thereof should be clearly understood from the foregoing, the same maybe briefly summarized as follows Assuming that the motor vehicle .equipped with the mechanismsof the present invention is standing still, at which time the transmission gears are in neutral, the iirst'step taken Y bythe operator is to move the selector lever 62 which is normally pointing toward the N on the sector 64, toward the front-,upper edge of the steering wheel, 57, until the indicatlng end 63 of the selector lever is pointing toward the numeral 1"which is indicative of first speed. This operation, through the shaft 58, gears 72 and,- 7 3, llink 76, connecting rod `7 8, link 81, shaft 82, internally toothed sector 111, pinions 113 and 116, and shaft 117, movesthe cams 123, 124, 125 and 126 until the fiattened portion 125 of the cam 125, which is thefirst speed cam, is facing upwardly. At that time the mechanism is in a position toV cause the shifting of the gears into irstfspeed upon the happeningk of the following. The operator now depresses the clutch ipedal 83a, the first part of the movement of which operates the clutch to disconnect the motor shaft 93 from the transmission of the vehicle. Continued depression of the clutch [pedal rotates the shaft 85 and moves the lever ltened portion is facing upwardly, whenk the selector mechanism has been set for first speed, is the cam 125.r Therefore, as'the frame135 continues to move forwardly, the rollers 15.7', 158 Land 160 of the links 157, 158 and 160, will come in contact with the cams 123,124 and 126, so that the correspondmembers 184, 185, and 187, thus permitting Vthese locking members to swing freely l,upon

the shaft 152, so that the tongues 188, 189 and 191, will ride over the walls 193, 194 and 196 of the grooves 193', 194 and 196', formed respectively in the sliding blocks .197, 198 and 200. As a result of this freedom of the tongues, the blocks 197 and 198 will remain stationary. It will be noted that the raising of the links 157, 158 and 160 will, Vthrough the binding with the collars 162, 163 and 165, rotate the shaft 149, ink a counter-clock-wise direction. kIt will also be noted that in view of the fact that the selector cam 125 is posiioned with its flattened'portion 125 fastened upwardly, they roller 159 of the link 159, will not engage the Vcam 125, so that the engaging surface '159"y of the link 158, will remain in locking contact with the locking `surface 186 ofthe locking member 186, thus holding the tongue 190 against rotation. Therefore, the tongue 190 will engage the wall 195 ofthe groove 195 formed in the slideable block 199, tomove the same forwardly, thus causing the gear-99 to be moved into mesh with the'smaller gear y107, whichV 177 in the cover 175 of the upper casing porf tion 83. This engagement causesthe trip` ping of the member 168 so that the depending lug 171 thereof will be in the path of the lug 181 of the triple-lug member 180. When the clutch pedal 83a is permitted to resume its normal upward position, the frame 135 will move back to its normal position in the rear of the transmission casing 54. This movement does several things, it causes the re-engagement of the clutch mechanism so that the motor vehicle may be driven in first speed. Continued movement of the frame 135 toward the rear of the transmission casing, causes the depending lug 171 of the tripping member v168 to engage the lug 181 of the triple lug member 18() to rotate the shaft 117 upon which the triple lug member 180 IDO is fixed, thus manipulating the cams 123, 124',

125 and 126, so that the Hattened portion 125 of the lug 125 will no longer be facing `upwardly, but instead, the flattened portion 123 of the cam 123, will be facing upwardly, theY Y latter cam corresponding to second speed.

Hence, the selector mechanismV will now Vbe automatically positioned Vto shiftthe gears into second speed upon the happening of c`ertain events which will be taken up shortly.

As the frame 135 approaches Ythe end of its 149 in a clock-wise direction. Thisrrotation 

